Fender for vehicles.



8. FLISHNN.l FENDER FOB VEEIOLES.

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1,079,108. Patented septh 2, 1913.

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S. FLEISCHMANN.

FENDER FOR VBHIOLES.

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1,072,108. menten sepa 2,1913.

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S. FLEISCHMANN.

FENDER FOB VEHICLES. ArPLxoA-rxon rmzn un sa, mx.

1,072,108. Patented sepa 2, 1913.

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WINBSSBBI INYBNTOR Samuel Fleischma :nn

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FENDER POB VBBIOLES.

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Patented Sept 2, 1913.

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INVBNTR Samel Filelachmomn S FLEISCHMANN FENDER POB VEHICLES.

Anmonxol nu una 1m Patentd Sept. 2, 1913.

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Samuel Fleschmcmn Arronuy.

UNITED STATES PATENT OFFICE.

SAMUEL FLEISCHMANN, 0F INDIANAPOLIS, INDIANA, ASSIGNOR OF ONE-HALF T0 JOSEPH BRAUN, OF INDIANAPOLISy INDIANA.

FENDER ron VEHICLES.

Application led Hay 22, 1911.

To MM whom, [t may concern lio it known that I, SAMUEL Fi insonwmx, a citizen of the (uterina-n Empire, and a resident of Indianapolis, county of Marion, and State of Indiana, have invented a certain useful Fender for Vehicles; and I do lia-roby declare that the following is a full, clear, and exact description thereof, reference being had to the accompanying dran# ings.

"he objtcty of this invention is to provide an improved construction of fenders for vehicles, such'as automobiles, street cars and like vehicles, but the invention has been made with particular reference for use with automobiles.

The nature of the invention will be understood from the accompanying drawing@ and the following description and' claims;

[n the drawings, Figure 1 is a front elevation of an automobile equipped with the fender. Fig. 2 is a perspective view of the fender along with the u per portion of the lett-hand wheel guard roken away so as not to obscure other partis of the device iin' the drawing. Fig. 3 is a, plan View of one side portion off the fender, anfdI on a larger scale, parts being broken away. Fig. 4 is a side elevation off the. fender when in normal condition. Fig. is the'same asFig. 4d,-

with the parts in their operatitve pcsitioi-i after collision or operation by the chauffeur. Fig. 6 is a central, vertical` seotionthrough what appears in Fig. 45, the front rail or bar and easter wheel being omitted. Fig.

7 is a section on the line 7-7 of Fig 6,l

with part-s cut away tio show details of con` strut-tion. Fig. 8 is a rear elevation of the portion of the device associated with the belli or signal apparatus,parts being brolien away. Fig. 9 is a plan View of the same, parts being broken away and parts shown by dotiied linesl in altered position. Fig. 10 is` a' plan View on a larger sealehof the means for Supporting the wheel guard. Fig. 11 is a rear View of the right-hand endf portion of Fig. 10. ln Fig. 12 the left-handv portion is an elevation of the wheel guard and the rigvht-hand portion is asertion on the line 12W-l2 of Fig. 10. Figs. 13. 14 and 15 are details of the moans whereby the chauffeur operates and controls the fender.

In detail there is shown herein an auto mobile 20 having front. wheels 2l and au axle 22 offamiliar type, but so Specification of Letters Patent.

Patented Sept. 2, if) 13.

Serial No. 628,790.

invention is toruerncd, the particular construction of the vehicle is immaterial as it may be used with any type of vehicle.

The fender is formed essentially of a front arm or tube 23, a rear bar 24, side members- 25 and intermediate bars 2() which entend longitudinall'y of the vehicle and are connected at each end with the front and rear bars and 2-1. The side members of the fend-er are formed as shown in Figs. 3 to 6. Each consists of a horizontal rear part. 125 and a forward portion 25 which portions are hinged together at 28 about midway of the length of the fender. These tubes are l'iingedl on the underside so that the forward portion of the fender can drop down' at an inclination, as shown in Fig. .3. W'ithin the forward tube 2.3 a push bar or rod 30 is located extending from a` point near the juncture of the tubes 25 and 125 andi protruding beyond the outer end of the tube 25, as shown in Fig. 4, where it is pivotally mounted on the front bar 23 of the fender. Near each end the front bar 23 is suore-undead by a clamping sleeve 3l which fhasa pali-r of horizontally disposed cars 32- i between which the liattened outer end of the each oth er.

rod` 30 is located and through which a bolt *33 extends. This gives the parts 23 and 30 a slight freedom horizontally relative to The outer end of the tube 25 is rediuced by a sleeve tixedly secured in it and likewise the inner end. has a fixed sleeve 35.3 andy a collar 3G is secured around :the rod: Si!) by a pin 3T within thc tube 23 and adjacent the inner surface of the sleeve 3+. A spiral spring 3S lies within the tubo 25 between the sleeve 35 and colla-r 3G so as to tend to force the rod H0 outwardly, but this movement is limited by the onlinr 3G and thesleeve $14. When the front bar 23 strikes any rbjrct. it van yield because of the spring mounting of tbe rod 30 as it can have inward n'iox'ement as far as the spring 352. will permit. The tube 125, forming part of the Side member of the fender. also has a rod 4() in it corresponding with and abutting against' the rod 3() `so that as tht` rod 30 is pushed' inwardly, a corresponding move 4ment is given tothe rod 40, although its far as this- I the automobile as follows: Ibe'vettical supports each consist of a tube .30, see Fig. 6, which near its upper end is secured to one y half 5l of af clamping tube which surrounds and grasps the axle 22. The other member 52 ot the clamp is hinged to the stationary member 51 at the point 53 to the front end of the member 52 and the lower end of said members are clamped by a bolt 54. The inner surfaces of these clampincr members 5l and are toothed to enab e them to more etfeetually elench the axle 22. To assist in this a set screw 55 is provided which extends through the member 52 of the clamp and presses against the axle. This clamp maintains the supporting tube 50 in a vertical position. Said tube has within itI fixed sleeves and 57 one near the upper end and one near the lower end and. within them a rod 58 is located and held, but so as to have vertical movement independently of the tube 50. Downward movement of the rod 58 is ,limited by a pin 59 above the upper sleeve 56. Als'o the downward nievemeiit of the rod 5S is resisted by a spiral spring 6() which surrounds the rod 58 and lies between the lower sleeve 57 and a washer (il surrounding the rod .58 and lying against a pin 62 extending through said rod. The lower end of the rod 58 is secured rigidly in an aini portion (53 extending upwardly from the horizontal tube of the end member of tlie tender, see Fig. t3, and said part 63 is surrounded by the tube 5H ot' the supporting portfon of the deviee,y see Fig. 7. This arrangement furnishes a yielding; sup-l port for the feinte-r, the vertical movement o1 the tender being controlled by thel spring 60. [t also permits some horizontal oseit latory movement ot the fender relative to the tubes 5() of the supporting portions et the device, while the automobile is turning a corner for instance, but said supporting means tends to hold the fender normally in a straight forward position. This is done by the forwardly extending Ashaped teeth y (S5 on the tube 125 adjacent the front and rear surfaces oi' the extending portion 6l?. see Figs. (3 and 7, which project into corresponding notches in the lower end of the tube 50. These notches and projections tend to hold the fender straight and permit lateral movement of the fender and when such lateral movement occurs. the teeth (l5 and the tube 125 and rod 5f are thrown down vardly enough to permit lateral osciltation of the fender. The spring i3() tends to hold the fender up and to hold the teeth ,i5 in their notches.

\Vhen the rods 30 and l() are in their normal position, as shown in Fie. t3, the forward end of the rod lt() projects fa r enough into the sleeve 35 to support the forward part of the fender in a horizontal position. as seen in Fig. 6, but when the rodsA 30 and 40 are pushed rearwardly, part of the fender drops downwardly into the position shown in Fig. The springs t-eiid to Support the forward portion of the fender in the normal horizontal position. These springs are formed spirally at, their rear ends where they are secured by bolts 71 between ears 72 which extend up from a sleeve 7 3 Secured on the tube 125. The forward ends of the springs 70 project loosely under a roller 76 between ears 77 on a ring 78 which surrounds the forward portion of the tube 25 forming the end member of the fender. Hence, the forward end of the spring 7() has longitudinal play under the roller 76, as shown by comparison of rigs. 4 and 5. When the forward portion ot' the fender drops down, it is supported by rollers or casters 80 mounted in frames 8l secured by the clamps S2 to the front. tube 23 near its ends The forward portion of the fender is also held in its normal horizontal p0sition by hook arms SG, there being one on each side of each end member of the fender and said arms are tuleruined on bolts extending from the tube 25 and above and to one side ot the tulci'um 28. The arms project rearwardly and have a hook on the rear end ot each adapted to catch on a piti el? extending' laterallv from the rear tube [25. ,see lfie'. 4. The arms are pressed downwardly into engagingposition by the springs which are mounted at one end on the bolts S5 and at the other end bear down on the hugs S9 on the rear portions of the arms Het. llaeh arm is provided near its rear end with a dmvnwardy extendingeam projeo, tion JO and in front of said ram projection the pin t1 projects from the rod lt) tltrough the slot l2 in the tube 125, lience normally the tour arms Set by catchingl over the pins S7 will support the forward end of the vfender in its upper position, but as soon as there is a collision with the forward end of the tender.. the rods 40 are moved rearwardly and such moven'icnt of the rods will cause cori-esporalino movement of the pins ti and they will oisengare the catch arms $1 'from the pins and then the forward end of the fender wi'il drop by `gravity. The springs 40, it must be umterstond7 are not strongl enough in tlieiiselves to .support the for ard end ot the tender; they merely assist.

The rear bar 2t of the fender is supported somt-what by the springs 92 susiiended from a rectangular bar '53 which at its ends is supported from the brackets 94 clampedon the supiiorting tubes 50, as shown in Figs. 2` 4 and 15.

'Means are provided for e abling the chauffeur to throw down the forward end of the fender, when it is desired. This consists of a push rod 95 which projects from the underside of the car and has, a pedal .()ti on the end o it against which the chauffeur can place his foot and when he pushes forwardly, he ,gives a forward movement to the upper end of th(` double rock lever 97 which is Vfulcrunied between its ends at 98 on a bar 00 rigidly serured to the bar 93 and that Causes the loi'fer ends ot the rock lever 0T to move rearwardly and push rearwardly the har 1.00. This bar 100 is bifurrated at its ends and secured to the reduced extension 101 from the rastingrs 10;l which are secured lo the rear ends ot each rod 40. A bolt 103 secures the ports 100 and 101 together, as shown in Fig. 6. 'llheretoie when the pedal 00 is pushed, as has been explained, the rods 40 will be drawn rearwardly and the rearward movement of the pins 41 will disengage the catches St', on the arms 84 and permit the forward end of the tender to drop down. This is done by the chauffeur as quickly as he sees danger of collision with a person.

In connection with the foregoing, there is a signal apparatus actuated by the casting 102 on the rear ends of the rods 40, see Fig. 6. A plate 104 is secured on the rearward extension 105 from the tube 125 and has a post 10G supporting a gong 10T. '0n said plate 104 a hammer 10S is fulcrumed at 10.) and actuated by a spring 11() which is secured at one end to the hammer and at the other end to a, catch 111 on the plate 104, see Fig. 9. The hammer is withdrawn by the trip 112 pivoted at 113 on a plate 114 which is fulcrumed at one end at 115 on the plate 104. The late 115 near one end has a slot 116 rthrong which a bolt 117 extends. from the casting 102 on the end of the rod 40. Therefore, the rearward movement of the Vrod 40 will move said parts from the full line position to the dotted line position, see Fig. 9, and cause the trip 112I to engage a lug 118 on the underside of the hammer and throw the hammer. The spring 120 extends` from the trip 112 to a point 121 on the plate 104 to return the parts to their normal positions. A stop 122 limits the movement. of the hammer and a. stop 123 limits the movement of the plate 114. However, the particular construction of this gong is immaterial., so long as it is ar ranged in such a manner that the rearward movement of the rods 40 will actuate it and -give a signal.

prevent `the tires from coming in contact: with the remainder of the guard. Eaclll guard is secured at its lower end bo a semicircular metal frame piece 132 which is pivoted at 133 to an arm 134 which extends rearwardly from the end of the rod 234 at each of the front tubes 23. The tube 23, as Shown in Fig. 12, has in it two sleeves 135 and 13C through which the rod 234 extends. Said rod has a rectangular portion where it passes through the sleeve 135 and a cylindrical portion where it passes through the sleeve 136 and since the sleeve 135 is rigidly secured to the sleeve 23, said sleeve tends to hold the arm 134 in a horizontal position. It, however, is assisted in this function by the arm 137 which is secured on the outside of the sleeve 23 near its end and projects rearwardly and carries a pin 13S which lies under the rear end of the arm 134 and tends to support it. The semi-circular frame 132 isyieldingly mounted or. the arm 134 and is yieldinglyguided by the spring 140 coiled about the pin 141 in the arm 134 and with its ends bearing upon said frame 132. The two ends extend in opposite directions, one bearing against the forward side of the wheel guard and the other end bearin against the rearward portion thereof t at the two ends of said spring counteract each other in yieldingly holding the wheel guard in place. Two fingers 142 project from the guard above the springs 140 to coperate with itin holding the guard in place. The sleeve 138 is reciprocable in the arm 23. Likewise the forward end of eaeh rod 234 has movement in and out of the front tube 23, as shown in Fig. 12, it being held in its inward position by a spiral spring 143 to one side of the sleeve 136 and connected with the inner end of said rod 234 by means not shown. This permits the arms 134 which carry the shield to have lateral movement as the wheels of the automobile are turned, and the entire fender is shifted by the wheels to Some extent from side to side as the wheels turn, inasmuch as the members of the fender are pivoted together so as to permit such lateral oscillating movement. Thus, in turning a corner the wheels will be turned first and they will, through their engagement with the wheel guar s, move the forward end of the fender in the same direction so that said fender will tend to turn before the automobile body turns. This is an important feature of the invention, as by it the fender can be used in connection with automobiles and the wheels thereof, so as to turn in advance of the automobile body.

I claim as my invention:

l. The combination with a vehicle and the forward wheels thereof, of a fender suspended in fro-nt of the vehicle, and mea-ns adapted to be engaged by the wheels so that the fender will be turned by the wheels in forth.

may be droped to the ground,l a rod in each of sai horizontal tubular members adapted to extend into said hinged tubes, a rod in each ofsuid hinged tubes abutting r. seid horizontal tube rods, a bar connectin the front ends thereof, bers connecting sei iront connectincr bnr und said bar connecting the rear ends of said horizontal tubular members, latches on said hinged tubes enggasgin said horizontal tubes and adapted to hold t 1e hinged tubes horizontal, and means on said horizontal tube rods for automatically disengagin said catches when pressed toward the rear y seid rods in said hinged tubes for allowing the front end of the fender to drop down.

11. A vehicle fender including a vertical member at each side adapt/ed to be rigidly secured to the vehicle, a rod yieldmgly mounted therein, a horizontal forwardly extending tubular member secured to the lower end thereof, a bar connecting the rear ends of said tubular members, a tube hinged to the front end of each of seid horizontal tubular members, whereby the forward end ma be dropped to the ground, a rod in eac i of said horizontal tubular members adapted to extend into said hinged tubes, a rod in each of said hinged tubes abuttingq said horizontal tube rods, a bar connecting the front ends thereof, bars connecting said front connecting bar and said bar connecting the rear ends of said horizontal tubular members, latches on said hinged tubes enatlixed my signature in the presence of the witnesses herein named.

SAMUEL FLEISCHMANN. Witnesses:

G. H. Boum, EDWARD H. MAYO. l

Genies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents, Washington, D. 0."

ing said horizontal tubes and adapted to e 

